System for CO 2 Capture from Internal Combustion Engine

This application is the U.S. national phase of International Application No. PCT/EP2019/079442 filed Oct. 28, 2019 which designated the U.S. and claims priority to EP Patent Application No. 18203243.3 filed Oct. 30, 2018, the entire contents of each of which are hereby incorporated by reference.

FIELD OF THE INVENTION

This invention relates to a system for CO 2 capture from exhaust gas produced by an internal combustion engine.

BACKGROUND OF THE INVENTION

Among the challenges of the energy transition, reducing CO 2 emissions of the transportation sector is one of the most difficult. For post combustion CO 2 capture from power plants and process industries, known systems include technologies based on amine absorption, membrane separation, cryogenic separation and adsorption.

Amine absorption for capturing CO 2 is commonly used in power plant and process industry including natural gas sweetening (Sharma et al., 2017). The amine absorption process is energy intensive (5.87 MJ/kg-CO 2 , 10% CO 2 in flue gas and 90% CO 2 capture), and the cost of CO 2 capture is 0.05 $/kWh (Desideri and Paolucci, 1999). For 90% CO 2 capture, performance of the amine absorption process and the membrane separation process are similar with about 10% loss in the plant efficiency (Wang et al., 2017). For natural gas power plants with 85% CO 2 capture using amine absorption, efficiency of the integrated plant decreases by over 8% due to the energy penalty of CO 2 capture (Tock and Marechal, 2014).

Pressure swing adsorption (PSA) is a well established gas separation technology which has found applications in air separation, hydrogen purification and natural gas industry. Further, temperature swing adsorption (TSA) is a known technology for CO 2 capture that requires low grade waste heat which may be available close to the CO 2 emission source.

Proll et al. (2016) evaluated a fluidized bed TSA system for CO 2 capture from flue gas stream, and in terms of heat transfer, fluidized bed reactor was found better than fixed and moving bed reactors. Gibson et al. (2016) have evaluated several adsorption materials and process designs for CO 2 capture from gas fired power plant. Ntiamoah et al. (2015) performed cyclic experiments on single adsorption column, and product (hot) CO 2 was used to supply the heat of desorption in the regeneration step. Marx et al. (2016) studied cyclic behaviour and separation performance of TSA for post-combustion CO 2 capture.

In the year 2014, CO 2 emissions due to human activities accounted for about 65 percent of greenhouse gas emissions globally (IPCC report). In 2016, transportation sector was accountable for about 28 percent of CO 2 emissions in USA (EPA report). In 2015, according to the European Environment Agency, road transportation sector contributed about 0.746 giga tonnes CO 2 emissions. In 2016, according to European Automobile Manufacturers Association, 2.7 million commercial vehicles were produced in the European Union. Ligterink (2015) has reported 2.65 kg of CO 2 emission per liter diesel consumption by heavy duty vehicles.

The above numbers show a huge potential for on board CO 2 capture technology for vehicles which would reduce CO 2 emissions significantly. There has however been limited research on CO 2 capture from vehicles due to mobile nature of source, relatively smaller production rate, discontinuous emissions, and difficulties of on board CO 2 storage. For instance, the Amine absorption process is difficult in mobile applications, although it has been proposed in marine applications (Luo and Wang, 2017).

FIG. 1 shows typical composition of exhaust gas from a diesel engine. CO 2 and pollutant emissions are about 12% and 1% (CO, HC, NO x , SO 2 , PM) respectively (Khair and Majewski, 2006). Diesel engines typically have an efficiency of about 35%, whereby the remaining energy is lost in the cooling system (about 25%) and in exhaust heat (about 40%) (Hossain and Bari, 2014).

The temperature of engine exhaust gas normally ranges from 350 to 700° C. (Kanchibhotla and Bari, 2018; Dimitrova and Marechal, 2017). The heat of the cooling system can also be recovered at around 95° C. (Abdelghaffar et al., 2002). The waste heat from engine exhaust and cooling system has been used in a Rankine cycle to generate mechanical power for heavy duty trucks (Grelet et al., 2016) and cruise ships (Luo and Wang, 2017). Sprouse and Christopher (2013) have reviewed many studies on the use of organic Rankine cycle for the waste heat recovery from the exhaust of internal combustion engine, and claimed 10% improvement in the fuel economy.

SUMMARY OF THE INVENTION

An object of the present invention to provide a system for CO 2 capture from exhaust gas produced by an internal combustion engine adapted for mobile applications.

It is advantageous to provide a system for CO 2 capture from exhaust gas produced by an internal combustion engine that is efficient and economical.

It is advantageous to provide a system for CO 2 capture from exhaust gas produced by an internal combustion engine that is compact.

Objects of this invention have been achieved by providing the system according to claim 1 .

The invention advantageously combines an organic Rankine cycle (ORC) with temperature swing adsorption (TSA) to capture the CO 2 from a combustion engine exhaust stream, utilizing the waste heat of the combustion engine.

In an embodiment, Amine doped metal-organic frameworks (MOFs) adsorbents are selected for CO 2 capture, as they show good performance in the presence of water (Huck et al., 2014).

According to embodiments of the invention, adsorbent materials may include metal organic frameworks (Mg, Zn, Al or Fe MOF), zeolitic imidazolate frameworks (ZIF-8, ZIF-69), amine functionalized porous polymer networks (PPN-6-CH2-DETA, PPN-6-CH2-TETA), amine infused silica (PEI-silica), amine loaded MCM-41 (PEI-MCM-41), mmen-M2(dobpdc) framework, zeolites (Zeolite-5 A).

Part of the mechanical power produced by the ORC may advantageously be used to generate cold utility using CO 2 -based heat pump, for instance by using a turbo-compressor driven by the exhaust gas stream. This cold utility may be used to remove heat of adsorption and condense the water from engine exhaust stream.

Part of the mechanical power generated by the ORC may be used to compress and liquefy the produced CO 2 , for instance by using a turbo-compressor driven by the exhaust gas stream.

The CO 2 capture system advantageously does not require any external power and thus has energy self sufficiency. In other words, TSA with turbo-compressors according to embodiments of the invention is an attractive choice for CO 2 capture from vehicles without any energy penalty. The CO 2 capture system for truck exhaust stream according to embodiments of the invention may advantageously capture up to 90% of the emitted CO 2 (i.e., 2.11 kg CO 2 per liter of diesel consumption). In addition, the captured CO 2 can advantageously be utilized as a carbon source for producing new fuel (methane or liquid fuels) by integrating hydrogen produced from renewable energy resources.

Disclosed herein is a system for CO 2 capture from a combustion engine comprising an exhaust gas flow circuit having an inlet end fluidly connected to an exhaust of the combustion engine, a heat exchanger circuit, a primary exhaust gas heat exchanger for transferring heat from exhaust gas to fluid in the heat exchanger circuit, at least one compressor for compressing fluid in a section of the heat exchanger circuit, the compressor driven by thermal expansion of heat exchanger circuit fluid from the primary exhaust gas heat exchanger, and a CO 2 temperature swing adsorption (TSA) reactor fluidly connected to an outlet end of the exhaust gas flow circuit. The TSA reactor includes at least an adsorption reactor unit and a desorption reactor unit, the heat exchanger circuit comprising a heating section for heating the desorption unit and a cooling section for cooling the adsorption unit.

In an advantageous embodiment, the fluid in the heat exchanger circuit is, or contains primarily, CO 2 .

In an advantageous embodiment, the system further comprises at least a second compressor driven by thermal expansion of heat exchanger circuit fluid from the primary exhaust gas heat exchanger (H 1 ), the second compressor fluidly connected to an outlet of the desorption reactor unit (D 2 ) for compressing CO 2 output by the desorption unit.

In an embodiment, the heat exchanger circuit is fluidly connected to a CO 2 output flow circuit of the TSA reactor and the heat exchanger circuit contains CO 2 outputted from the TSA reactor.

In an embodiment, fluid in the heat exchanger circuit is independent of a CO 2 output flow circuit of the TSA reactor.

In an advantageous embodiment, the compressors are turbocompressors.

In an advantageous embodiment, the TSA reactor further comprises a preheating unit and a precooling unit, a heating section of the heat exchanger circuit passing through the preheating unit and the desorption unit to heat these units to cause the adsorbed CO 2 to be extracted from the adsorbent, and a cooling section of the heat exchanger circuit passes through the precooling unit and the adsorption unit D 4 to cool these units below the temperature at which the adsorbent adsorbs the CO 2 in the exhaust gas stream.

In an advantageous embodiment, the exhaust gas flow circuit comprises a gas-liquid separator upstream of the TSA reactor to extract water from the exhaust gas stream.

In an advantageous embodiment, a cooling section of the heat exchanger circuit comprises an expansion valve to lower the temperature and pressure of the heat exchanger circuit gas outputted from a preheating unit of the TSA reactor.

In an advantageous embodiment, the system comprises a CO 2 storage tank for collection and storage of outputted CO 2 .

In an advantageous embodiment, the outputted CO 2 is compressed at its storage pressure by one of said compressors.

In an advantageous embodiment, the outputted CO 2 is compressed by constant volume heating operation of the desorption reactor unit.

In an advantageous embodiment, the TSA reactor comprises an amine doped MOFs adsorbent.

In an advantageous embodiment, the TSA comprises adsorbent material on the surface of a fixed bed in each of said reactor units.

In an advantageous embodiment, the reactor units are interconnected by fluid flow circuits and valves that may be operated to successively cycle the reactor units through different states from adsorption, preheating, desorption and precooling.

Further objects and advantageous aspects of the invention will be apparent from the claims, and from the following detailed description and accompanying figures.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention will now be described with reference to the accompanying drawings, which by way of example illustrate embodiments of the present invention and in which:

FIG. 1 is a graph illustrating the composition of exhaust gas from a diesel engine;

FIG. 2 are graphs illustrating Enthalpy-temperature profiles for exhaust cooling, adsorption cooling, desorption heating and CO 2 compression for 1 liter of diesel;

FIG. 3 is a schematic block flow diagram of an example of simple heat and mass flows for CO 2 capture from a diesel engine exhaust according to an embodiment of the invention;

FIG. 4 is a graph illustrating Q vs. 1-T0/T of a CO 2 capture system for 1 liter diesel;

FIG. 5 is a schematic block flow diagram of a CO 2 capture system from a combustion engine exhaust according to a first embodiment of the invention;

FIG. 6 is a schematic block flow diagram of a CO 2 capture system from a combustion engine exhaust according to a second embodiment of the invention;

FIG. 7 is a schematic block flow diagram of a CO 2 capture system from a combustion engine exhaust according to a third embodiment of the invention;

FIG. 8 is a schematic block flow diagram of a CO 2 capture system from a combustion engine exhaust according to a fourth embodiment of the invention;

FIG. 9 is a schematic block flow diagram of a CO 2 capture system from a combustion engine exhaust according to a fifth embodiment of the invention;

FIG. 10 is a schematic block flow diagram of a CO 2 capture system from a combustion engine exhaust according to a sixth embodiment of the invention;

FIG. 11 are graphs illustrating composite and grand composite curves for a CO 2 capture system according to embodiments of the invention;

FIG. 12 is a schematic block flow diagram of a CO 2 capture system from a combustion engine exhaust according to an embodiment of the invention illustrating heat and mass flow details for 1 hour operation or 6.25 liters diesel consumption;

FIG. 13 a is a schematic diagram of a first variant of a TSA reactor of a CO 2 capture system according to an embodiment of the invention;

FIG. 13 b is a schematic diagram of a second variant of a TSA reactor of a CO 2 capture system to an embodiment of the invention.

DETAILED DESCRIPTION OF EMBODIMENTS OF THE INVENTION

Energy Analysis of a CO 2 Capture System According to Embodiments of the Invention

FIG. 3 illustrates an integrated CO 2 capture system, based on 1 liter diesel consumption in an internal combustion engine. First of all, diesel engine exhaust based on 1 liter of diesel consumption is analyzed for CO 2 capture. The TSA system is calculated using PPN-6-CH 2 TETA as an adsorbent (Huck et al., 2014). FIG. 2 shows enthalpy-temperature profiles for exhaust cooling, adsorption cooling, desorption heating and product CO 2 compression. The exhaust stream contains 14.21 MJ/l-diesel waste heat, heating and desorption step requires 7.96 MJ/l-diesel heat, 8.17 MJ/l-diesel heat has to be removed during cooling and adsorption step, and 1.58 MJ/l-diesel heat has to be removed for CO 2 compression and liquefaction.

FIG. 3 shows simple heat and mass flows for CO 2 capture system, based on 1 liter diesel consumption. 1 liter diesel contains 37.27 MJ energy, which is divided into three parts by the internal combustion engine: 13.05 MJ as mechanical power to drive the vehicle, 14.21 MJ as waste heat in exhaust gas, and 10.02 MJ as heat removed using coolant. The exhaust gas stream is cooled down to 25° C., and water is condensed and removed. The cooled exhaust stream (saturated with water at 25° C.) goes to the adsorption bed, where CO 2 is attached to the adsorbent. Finally, CO 2 is desorbed from the adsorbent at high temperature, and then compressed and liquefied.

TABLE 1

Energy and exergy analysis of the internal combustion

engine, the CO 2 capture system, and compression power required

for CO 2 liquefaction (1 liter diesel)

Internal Combustion Diesel Mechanical Cooling

Engine (fuel) Power Exhaust System

Energy, MJ 37.27 13.05 14.21 10.02

Exergy, MJ 38.53 13.05 3.99 2.42

CO 2 Capture Heating & Cooling &

System Exhaust Desorption Adsorption CO2*

Energy, MJ 14.21 7.96 8.17 1.59

Exergy, MJ 3.99 −1.88 0.74 0.27

Net Exergy 3.12

Available: ε, MJ

Mechanical Power 1.56

(=0.5ε), MJ

Mechanical Power for CO 2 0.86

Compression (75 bar) and

Liquefaction, MJ

Mechanical Power for CO 2 1.15

Compression (200 bar), MJ

Table 1 also presents exergetic analysis of internal combustion engine (Al-Najem and Diab, 1992; Kul and Kahraman, 2016). The CO 2 capture system according to embodiments of the invention is thus feasible from the exergetic point of view (Table 1 and FIG. 4 ). In total, 3.12 MJ of net exergy is available. Assuming a 50% efficiency, therefore there is a potential to produce the equivalent of 1.56 MJ of mechanical power for the CO 2 capture and storage system. Assuming an isentropic efficiency of 75% for the compressors, this value can be compared with the compression power needed to produce CO 2 in the liquid form (compression at 75 bar): 0.86 MJ or compressed CO 2 at 200 bar: 1.15 MJ. For 1 liter diesel consumption in an internal combustion engine, 2.11 kg CO 2 is captured by the system, which has a volume of 2.96 liters (as liquid CO 2 product) or 4.53 liters (as compressed CO 2 product).

Design of a CO 2 Capture System According to Embodiments of the Invention

The above analysis shows that it is possible to generate the heat and the work that is needed to capture the CO 2 of exhaust gases of a combustion engine using energy available in the exhaust gases, which is particularly advantageous for mobile applications, such as for CO 2 capture from the exhaust of a diesel engine on a truck, bus or boat.

The CO 2 capture system according to embodiments of the invention combines heat pumping, cooling and Rankine cycle integration. It is advantageous to produce a cooling capacity at a temperature lower than the 40° C. for the adsorption step of a temperature swing adsorption (TSA) process, especially in mobile applications where environmental temperature may exceed the optimal temperature for efficient adsorption of CO 2 .

Referring to the figures, in particular FIGS. 5 to 10 and 12 to 13 b , a CO 2 capture system 2 for capturing CO 2 from the exhaust of an internal combustion (IC) engine 1 , according to embodiments of the invention, comprises an exhaust gas flow circuit 6 , a temperature swing adsorption reactor 4 , a heat exchanger circuit 12 , a CO 2 output flow circuit 8 , and one or more turbines or compressors 10 , which may advantageously be in the form of turbocompressors TC 1 , TC 2 .

Turbocompressors may be mechanically connected together via a common shaft or a fixed or variable transmission mechanism. The turbocompressors TC 1 , TC 2 may also be connected to electrical generators. In a variant, turbocompressors TC 1 , TC 2 may be not be mechanically coupled together, but only electrically coupled, for instance the electrical energy from a generator coupled to a turbocompressor being used to drive a motor coupled to another turbocompressor.

The exhaust gas flow circuit 6 is connected at an inlet end to the exhaust of the IC engine 1 and at an outlet end to the TSA, and passes through a primary exhaust gas heat exchanger H 1 to transfer waste heat from the exhaust gas to a heating section 12 b of heat exchanger circuit.

The heating section 12 b contains gas, and may be fluidly connected to said one or more turbocompressors. Expansion of the gas in the heating section 12 b due to the heat transfer in the primary heat exchanger drives the one or more turbocompressors TC 1 , TC 2 . The gas contained in the heat exchanger circuit may in advantageous embodiments be CO 2 .

In certain embodiments for instance as illustrated in FIGS. 7 and 8 , the fluid in the heat exchanger circuit is independent of the TSA reactor CO 2 output flow circuit 8 .

In certain other embodiments as illustrated in FIGS. 5 , 6 9 and 10 , the heat exchanger circuit 12 is fluidly connected to the TSA reactor CO 2 output flow circuit 8 , and the heat exchanger circuit 12 contains CO 2 outputted from the TSA reactor 4 .

The TSA reactor comprises an adsorption unit D 4 , a preheating unit D 1 , a desorption unit D 2 , and a precooling unit D 3 . The heating section 12 b of the heat exchanger circuit passes through the preheating unit D 1 and the desorption unit D 2 to heat these units to cause the adsorbed CO 2 to be extracted from the adsorbent. The cooling section 12 a of the heat exchanger circuit passes through the precooling unit D 3 and the adsorption unit D 4 to cool these units below the temperature at which the adsorbent adsorbs the CO 2 in the exhaust gas stream. In certain embodiments, the temperature of the adsorption unit D 4 for adsorption is preferably around 40° C. or less.

The cooling section 12 a of the heat exchanger circuit 12 may comprise an expansion valve V 1 to lower the temperature and pressure of the heat exchanger circuit gas outputted from the preheating unit D 1 of the TSA reactor 4 , for recirculation in the adsorption unit D 4 and in certain embodiments where the heat exchanger circuit is connected to the CO 2 output flow circuit 8 , for collection and storage of outputted CO 2 in a CO 2 storage tank T 1 .

The exhaust gas flow circuit 6 further comprises a gas-liquid separator S 1 to extract water from the exhaust gas stream. Preferably, the gas-liquid separator S 1 is positioned upstream of the TSA reactor 4 , and comprises a condenser for condensing water in the exhaust gas stream before the exhaust gas stream enters the adsorption unit D 4 . The condensed water may be fed into a water storage tank (not shown), or allowed to flow into the environment.

Further heat exchangers for the exhaust gas stream, in particular an additional exhaust gas heat exchanger H 4 in the exhaust gas stream after the primary exhaust gas heat exchanger H 1 may be provided to further cool down the exhaust gas stream prior to entry in the TSA reactor 4 .

The heat exchanger circuit comprises a heat exchanger H 2 between the outlet of the precooling unit D 3 of the TSA reactor and the compressor 10 , for instance in the form of a heat exchanger H 2 , prior to compression of the heat exchanger circuit gas by the compressor 10 . The heat exchanger H 2 after the outlet of the precooling unit D 3 of the TSA reactor allows to cool down the heat exchanger circuit gas that is heated in the TSA, prior to recirculation in the cooling section 12 a.

The heat exchanger circuit comprises a heat exchanger H 3 at the outlet of the preheating unit D 1 of the TSA reactor, for instance in the form of condenser H 3 , to cool down the heat exchanger circuit gas exiting the hot section of the TSA, prior to recirculation in the cooling section 12 a.

Exhaust gas stream after cooling down via heat exchangers H 1 , H 4 to a temperature adapted for adsorption by the adsorbent of the TSA reactor, flows into the adsorption unit D 4 of the TSA reactor. A large percentage of the CO 2 in the exhaust gas stream, for instance around 90% of the CO 2 , is adsorbed by the adsorbent in the adsorption unit D 4 and the remaining gases may be output into the environment.

In an advantageous embodiment (illustrated in FIG. 13 b ), the adsorbent material is on the surface of a fixed bed in each of a plurality of reactor chambers D 1 -D 4 that are interconnected by a gas flow circuits and valves that may be operated to rotate the function of each of the reactor chambers successively from adsorption, to preheating, to desorption, to precooling. Thus each reactor chamber is at a different successive temperature state and each reactor chamber acts in successive rotation as the adsorption unit D 4 , preheating unit D 1 , desorption unit D 2 , and precooling unit D 3 .

In a variant, the adsorbent material is on particles forming a fluidized bed that flows from one reactor chamber D 1 -D 4 to the next (embodiment illustrated in FIG. 13 b ), the reactor chambers interconnected by fluidized bed flow circuits and valves that may be operated to control flow of the fluidized bed between each of the reactor chambers successively from adsorption, to preheating, to desorption, to precooling. Thus each reactor chamber is at a different successive temperature state and acts as one of the adsorption unit D 4 , preheating unit D 1 , desorption unit D 2 , or precooling unit D 3 .

The TSA reactor comprises at least two reactors to function successively as adsorption and desorption reactors, whereby the precooling and preheating units may be omitted or integrated within the respective adsorption and desorption reactors.

Preferably, the TSA reactor comprises at least four reactor units such that at least two reactor units during a cycle act as precooling, respectively preheating reactors to improve the efficiency and yield of adsorption and desorption of CO 2 . In variants, more than four reactors may however be provided to have additional precooling and preheating reactor units. In variants however, the TSA reactor may comprise three reactor units, for instance an adsorption unit, a preheating & desorption unit, and a cooling unit, whereby the preheating and desorption can be incorporated in a single reactor unit.

Referring now to the particular embodiments illustrated in FIGS. 5 to 10 , starting with the embodiment of FIG. 5 . This embodiment presents a system that combines a temperature swing adsorption reactor 4 to capture the CO 2 from the exhaust stream of an internal combustion or Stirling engine 1 with a turbo-compressor 10 to produce liquid CO 2 .

The atmospheric temperature swing adsorption system 4 comprises at least two stages: (D 2 ) desorption of CO2 from the adsorbent, and (D 4 ) adsorption of CO2 from the exhaust gases.

In a preferred embodiment, the atmospheric temperature swing adsorption system 4 comprises four stages: (D 1 ) adsorbent preheating, (D 2 ) desorption of CO 2 from the adsorbent, (D 3 ) adsorbent precooling, and (D 4 ) adsorption of CO 2 from the exhaust gases.

In a variant, the atmospheric temperature swing adsorption system 4 comprises three stages: (D 2 ) desorption of CO 2 from the adsorbent (including adsorbent preheating), (D 3 ) adsorbent precooling, and (D 4 ) adsorption of CO 2 from the exhaust gases.

A primary exhaust gas heat exchanger H 1 recovers the heat of the exhaust gases to heat CO 2 fluid in the heat exchanger circuit 12 , which is pumped by a pump P 1 as a liquid at supercritical pressure, and heated up to supercritical conditions.

The supercritical heat exchange fluid may be divided into two flows that are fed into two turbocompressors 10 . The first turbocompressor TC 1 is used to compress the CO 2 extracted from the adsorbent to the CO 2 storage pressure. Excess of work of the first turbocompressor TC 1 may be supplied to drive a generator (not shown).

The second turbocompressor TC 2 may be used to compress the CO 2 evaporated in the heat exchangers H 5 , H 6 , D 4 , D 3 and H 2 . Excess work of the second turbocompressor TC 2 may be supplied to drive a generator (not shown).

One or two heat exchangers, that uses the outlet streams of the turbines of the turbocompressors, are used to supply heat of desorption of the captured CO 2 (D 2 ) and later preheating of the adsorbent (D 1 ).

A heat exchanger H 3 acts as a condenser to condense the compressed CO 2 by heat exchange with the environment.

The gas liquid separator S 1 separates the condensed water from the combustion gases.

The expansion valve V 1 expands the liquid CO 2 to a lower pressure, which has suitable temperature for the adsorption unit.

A heat exchanger acting as an evaporator H 5 produces cold that is used to cool down the combustion gases to a low temperature. The cold combustion gases are fed to the adsorbent unit D 4 .

An additional evaporator H 6 may be provided to generate additional cooling for various auxiliary purposes, such as vehicle cabin cooling.

One or two heat exchangers cool the adsorbent bed (D 4 ) followed by the precooling of the adsorbent bed (D 3 ) which leaves the desorption step (D 2 ).

The storage tank T 1 stores the captured CO 2 in the liquid form at the outlet of condenser H 3 . High pressure compressed CO 2 gas storage can be used as an alternative for liquid CO 2 storage.

In a variant, as illustrated in FIG. 6 , a gas liquid separator S 2 in the heat exchanger circuit at the outlet of valve V 1 may be provided to produce liquid CO 2 product.

In a variant, as illustrated in FIG. 7 , the system comprises a separate flow circuit for recovering CO 2 from the adsorbent using a heat exchanger coupled to ambient (environmental) temperature and fed into a liquid storage tank T 2 .

In a variant, as illustrated in FIG. 8 , CO 2 compression can also be realised by constant volume heating operation of the desorption reactor unit D 2 instead of using the turbocompressor TC 1 .

In an embodiment, as illustrated in FIG. 9 , waste heat available from the engine cooling system can be used as an additional source of heat for the system.

In a variant, as illustrated in FIG. 10 , heat exchanger circuits 12 a and 12 b have different fluids.

Example of the Performance of a CO 2 Capture System According to an Embodiment of the Invention

The CO 2 capture system is designed for 1 day operation of heavy duty truck for delivery in a city, which travels 250 km in 8 hours (20 liters diesel/100 km, Delgado et al., 2017). The diesel engine emits 117.2 kg of CO 2 by consuming 50 liters diesel, and 105.5 kg of CO 2 (90% capture) should be captured and stored by the CO 2 capture system. The working capacity (or CO 2 loading) of the adsorbent material is 0.1 kg-CO 2 /kg-adsorbent (Verdegaal et al., 2016). Finally, 1 h adsorption-desorption cycle time has been assumed (Gibson et al., 2016).

TABLE 2

Details of CO 2 capture system specification (1 day operation,

250 km travel, 50 liters diesel consumptions)

Storage CO 2 CO 2 Adsorbent Tank Total Total

P (bar) Mechanical Mass Volume Adsorbent Volume Mass Mass Volume

T (° C.) Power (MJ) (kg) (liter) Mass (kg) (liter) (kg) (kg) (liter)

75, 25 5.44 105.5 147.96 4 × 32.97 4 × 40.95 150 387.4 311.8

CO 2 is captured, compressed, liquefied and stored in a storage tank. The diesel engine consumes 6.25 liters diesel per hour that means 13.19 kg CO 2 should be captured per hour (1 liter diesel=2.34 kg CO 2 emission≃90% or 2.11 kg CO 2 capture, see FIG. 3 ). Hence, the capture system requires 131.88 kg (163.8 liters) adsorbent. Further, the mass of storage tank is 150 kg (typical liquid CO 2 cylinders) to store 105.5 kg (˜148 liters) liquid CO 2 . The capture system has been simulated in flowsheeting software Belsim Vali. CO 2 based Rankine cycle (160 and 75 bar) is used to extract heat from the exhaust gas stream, and to produce the mechanical power in a turbine. This mechanical power is used in CO 2 based heat pump (75 and 50 bar) to generate cold utility for removing heat of adsorption from bed and precooling of bed from desorption temperature to adsorption temperature. Further, heat rejected from CO 2 based Rankine cycle is used for supplying heat of desorption and preheating of bed from adsorption temperature to desorption temperature. Finally, a compressor is used to compress the product CO 2 after the desorption step. The mechanical power generated using turbine is sufficient to run compressor for CO 2 based heat pump and compressor for product CO 2 .

FIG. 11 presents composite and grand composite curves for cooling of exhaust gas stream, heat of adsorption and precooling, heat of desorption and preheating, CO 2 based Rankine cycle, CO 2 based heat pump, and product CO 2 compression. In FIG. 11 , no external hot utility is required to close the heat balance which shows the feasibility of the capture system. The composite curves provides minimum energy targets that can be used in the heat exchanger network design. The systematic approach for heat exchanger network design may give a network with many heat exchangers. In order to keep the practical constraints in mind, a simplified preliminary design for CO 2 capture system is illustrated in FIG. 12 .

Fuel Production Using Captured CO 2

The captured CO 2 by the system can be used as feedstock to produce gas or liquid green fuels. For 1 day operation of the delivery truck (250 km travel in 8 hours), 105.5 kg of CO 2 will be captured by the proposed system. Table 3 presents the conversion of 105.5 kg of CO 2 into fuel by co-electrolysis using renewable electricity (Wang et al., 2018). The renewable electricity for CO 2 conversion into green fuels can be provided by the PV panels. For calculating total area of PV panels in Switzerland, 400 W/m 2 average annual solar irradiation (17.28 MJ/day/m 2 ; www.meteoswiss.admin.ch) has been considered in Table 3. Further, solar irradiation to electricity conversion efficiency of 20% has been assumed for the PV panels.

TABLE 3

Conversion of captured CO 2 (105.5 kg from 1 day

operation of delivery truck) into green fuels

Methane Methanol DME Gasoline

Fuel, kg 38.89 70.35 48.94 27.11

Power consumptions, MJ 2582.7 2163.7 2251.2 1983.2

Photovoltaic panels 747.3 626.1 651.4 573.8

area (Switzerland),

m 2

The delivery truck consumes 50 liters (41.6 kg) diesel per day, or 1885 MJ energy based on the lower heating value of diesel. Assuming same efficiency of the engine for different fuels, Table 4 presents amount of alternate fuel used, CO 2 produced, CO 2 captured, fuel produced using captured CO 2 , renewable energy consumed and PV panel area.

TABLE 4

Use of alternate fuels in the delivery

truck (250 km travel in 8 hours)

Methane Methanol DME Gasoline

Fuel Used, kg 37.7 94.7 65.2 43.4

CO 2 Produced, kg 103.7 130.2 124.8 134.1

CO 2 Captured (90%), kg 93.3 117.2 112.3 120.7

Fuel Produced using 34.4 78.2 52.1 31.0

Captured CO 2 , kg

Energy Content of Fuel 1719.6 1555.6 1505.6 1346.2

Produced, MJ

Renewable Energy 2284.2 2404.1 2396.3 2268.9

Consumed in Fuel

Production, MJ

Power to fuel efficiency, % 75.3 64.7 62.8 59.3

Photovoltaic panels area 660.9 695.6 693.4 656.5

(Switzerland), m 2

The above examples present a system for CO 2 capture from exhaust stream of a truck engine. The system design includes integration of temperature swing adsorption, Rankine cycle, heat pump (i.e., cold generation) and CO 2 liquefaction on the delivery truck. The proposed system design advantageously has energy self-sufficiency, as it converts waste heat available in the exhaust stream into mechanical energy to drive the heat pump compressor and product compressor.

The system design is an attractive solution due to its low weight and low volume. For daily operation of a delivery truck, the total mass and volume of the adsorbent beds, storage tank and captured CO 2 are for instance about 387.4 kg and 311.8 liters. Average gross weight of a delivery truck is for instance about 8000 kg, and so the added extra weight of the CO 2 capture system (adsorbent beds and storage tank) will be about 3.5% of the gross weight of delivery truck. Further, some additional weight and space will be required for piping, turbo-compressors, micro-channel heat exchangers. In general, more than 2 m 3 space is available over the truck cabin. Hence, a temperature swing adsorption based CO 2 capture system according to the invention can easily be placed for instance over the truck cabin or in another location on a vehicle.

The captured CO 2 can be utilized for the storage of renewable energy by converting product CO 2 into green fuels using co-electrolysis, whereby around 90% of the carbon present in the fuel can be recycled as green fuels. Hybrid buses have reduced fuel consumption (23.4-42.9% reduction) and emissions (CO reduction: 32-59.5%, HC reduction: 56.3-75.3%, NOx reduction: 17.8-38.7%, PM reduction: 50.8-97.1%) compared to the conventional buses. The CO 2 capture system can also be used in the hybrid buses to further reduce the CO 2 emissions allowing a higher share of renewables used in the transport and reducing the fossil CO 2 emissions to environment and at the same time to generate cooling by using waste heat available in the engine exhaust stream and cooling system.

LIST OF REFERENCES IN THE DRAWINGS

• Combustion engine 1 • CO 2 capture system 2 for combustion engine exhaust gas • Exhaust gas flow circuit 6 • Gas-Liquid separator S 1 • Heat exchanger circuit 12 • Cooling section 12 a • Expansion valve V 1 • CO 2 gas-liquid separator S 2 • Heating section 12 b • Pump P 1 • Heat exchangers • Primary exhaust gas heat exchanger H 1 • Heat exchanger H 2 • Condenser H 3 • Condenser H 3 ′ • Additional exhaust gas heat exchanger H 4 • Evaporator H 5 • Evaporator H 6 • Condenser H 7 • Compressors 10 • Turbocompressors TC 1 , TC 2 • First turbocompressor • Second turbocompressor • CO 2 output flow circuit 8 • CO 2 storage tank T 1 • Temperature swing adsorption reactor 4 • Adsorption unit D 4 • Preheating unit D 1 • Desorption unit D 2 • Precooling unit D 3